2'Claims. (Cl. -62 --225) This invention reel'atesi tor refrigerating apparatus" and% more particularly to v ans automobile air conditioning systerm It is. an object of? this invention to provide an improvedzlow cost air conditioningsystem which maybe used: to eith'er: cool; heatfiondehumidify air and one which operates efiiciently atlow car speeds.

Another object of this invention is'to providea system in; which refrigeration: capacity can be accumulated. dur-- ing. periods of high speed: compressor operation and. later'. utilized during periods of low speed' compressor operation such as occurs when dr'i ving through towns at a reducedspeed. More. particularly, ,it isan-object of this inventionto, utilize excess. refrigeration capacity for freezing or cooling water or some other suitable eutectic solution during. high. speed operation and to melt or heat; the solution duringlow speed op'eration' so as to increase: the; outputof. thesystemat the low speed.

Another object of this invention" is" to-provide an improved arrangement for. modulating the: temperature in thewpassenger compartment of acar.

Figure 2 is a perspective view with parts broken away showing the construction of the air contacting coils.

Referring now to the drawing where a preferred form of the present invention is shown, reference numerals 10 and 12 generally designate the passenger compartment and the engine compartment respectively of a passenger automobile. A conventional internal combustion engine 14 is arranged in the engine compartment in accordancewith standard practice and is used for not only operating. the automobile, but also driving a refrigerant compressor 16 which is drivingly connected to the engine by means of a belt 18 and clutch 20. The clutch 20' is: controlled by a solenoid 22 which in turn is controlled by the manual switch 76 located in the passenger compartment of the car.

The outlet of the compressor 16 discharges into a line 24 which leads to a condenser 26 mounted directly in. front of main engine radiator 28 so as to be cooled by the air flowing through the engine compartment 12 in accordance with standard practice. The condensed. refrigerant flows through a line 30 which leads to an. evaporator having a first portion 32 for cooling air and. a second portion 42 for cooling a hold-over medium in. the tank 40. The line 30 includes a heat interchanger portion 34 which is arranged in thermal exchange relationship with the suction line 36 which connects the out-- let of the evaporator to the inlet of the compressor 16, A portion 38 of the liquid line 30 passes through the 2 tank 40 in which water or some other. suitable eutectic solution is provided.

The arrangement of the second: evaporator portiom. 42 is such that-it, in. efiect, constitutes an extensionofl the evaporator 32; Athigh' car'sp'e'e'dslandi attimesswhere the evaporator has: excess capacity the excess liquid; refrigerant leaving the evaporator. portion 32. serves tor refrigerate the' solution in thetank 40: The'flowof: liquirh refrigerant intothe evaporator" portions 32" and 42 is controlled by means of a; thermostatic expansion valve; 44 which is arranged as shown and whichiincludes at thermostatic bulb 46 located at the outlet of the portion: 42. By virtue of the above described arrangement, it is obvious that the bulb 46' -will not: modulate the fiow of refrigerant into" the: evaporator until the liquid-' ref-rigerant has completely filled the evaporator portions 32' and 42. By refrigerating the-solution in. the tar1l40 it is possible to store aconsiderable amount of refrigera tion when the system has excess capacity and to make: use of the stored refrigerant at other times. 'I he chilled or'frozen liquid in the-tank 40 ismade available for i'n creasing the capacity of" the refrigerating system at'low car speeds-by" virtue of'thefact that the-liquid-refr'igerant supply line portion 38 passes through the tank 40 where'-' by the liquid refrigerant flowing" to'- the evaporator will be pre-chilled by the cold solution inthe ta'nl 40% It is obvious that thespeed of the car engine will vary widely without anyregard to refrigeration require ments and this complicates the matter of controlling thei temperature in the passenger compartment of" the: car as well as complicates the matter of having adequaterefrigeration capacity at slowcar speeds. Rather thanattempting to modulate the flow of' refrigerant through the evaporator so as to maintain the desired car'tem= peratures the refrigeratingsystem" is operated at its maximum available capacity at alltimes and the modulating" of the car temperature is accomplished by" heating the air for the passenger compartment whenever there is excess refrigeration capacity. As" diag-rarnmaticall'y shown in Figure l} the-heatingmeans-comprises a hot water type oflieating system which uses waste engine heat for heating the air. Hot water from the car en-- gine is supplied to-one'"or' more air'heating; passages 54 by means of' the hot watersupply' line 62 in" which a thermostatically operated valve 64 is located. The valve 64 includes a temperature responsive bulb 66 which serves to increase the flow of hot Water to the passages whenever the temperature in the passenger compartment falls below a predetermined value.

The first evaporator portion 32 and the heater passages 54 are all formed as a part of an air contacting unit generally designated by the reference number 60 and shown in Figure 2 of the drawing. The air contacting unit 60 is formed by the roll bonding process more fully disclosed in co-pending application, Serial No. 356,376 filed May 21, 1953, now Patent No. 2,845,- 695, and consists of an elongated roll bonded strip which is bent into a serpentine shape as best shown in Figure 2 and which includes a first set of refrigerant passages 52 which are formed between one of the outer sheets and the center sheet, and a second set of hot water passages 54 which are formed between the center sheet and the other outer sheet. The elongated strip of roll bonded material which is used in forming the air contacting coil is preferably bent into serpentine shape as shown in Figure 2 and then provided with corrugated fin strips 55 between the adjacent straight portions of the serpentine member. The arrangement of the passages in the heat exchanger shown in Figure 2 differs from the arrangement of passages shown in application Serial No. 356,376 in that the refrigerant passages. herein are directly opposite the water passages. It will be observed that this construction makes it possible to so arrange the fins that every other one of the fin strips is arranged in direct contact with refrigerant passages and the other fin strips are arranged in direct contact with the hot water passages.

It is obvious that it is possible tocompensate for excess refrigerant capacity at high car speeds by supplying hot water or the equivalent from the engine cooling system through the hot water passages of the air contacting coil. It is also obvious that certain of the fins will be refrigerated when the refrigerated system is in operation and that other fins will be heated when hot water is applied from the engine cooling system to the hot water passages of the air contacting coil. By virtue of the above described construction, the system will function so as to cause dehumidification of the air at such times when both refrigeration and hot liquid are supplied to the passages of the air contacting coil.

Suitable blower means 70 is provided for circulating air to be conditioned for the passenger compartment in thermal exchange relationship with the air contacting coil. The blower means 70 is adapted to be energized from the main car battery 72 by closing the switch 74 as shown in Figure 1. Since there are times of the year when no refrigeration is ever required, there is provided a manually operated switch 76 for controlling the clutch operating solenoid 22 so as to render the compressor and consequently the entire refrigeration system inoperative. The air contacting coil is then used solely for heating the air when heating is required.

The liquid used in the heating system would "be of the type which would not solidify at the low temperatures produced by the refrigerant flowing through the evaporator passages of the air contacting coil. Any antifreeze solution such as that used extensively in car radiators during winter time operation could be used.

While the formof embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, as may come within the scope of the claims which follow.

What is claimed is as follows:

1. In an automobile having an engine compartment and a passenger compartment, an engine in said engine compartment for propelling the automobile, a refrigerant compressor, torque transmitting means drivingly connecting said compressor to said engine, a condenser, evaporator means, refrigerant flow means connecting said compressor, condenserand evaporator into refrigerant flow 4 relationshipja refrigeration storage unit including a receptacle adapted to contain a eutectic solution, said evaporator means including a first evaporator portion for cooling air for said passenger compartment and a second evaporator portion for cooling said eutectic solution, said refrigerant flow means including a thermostatic expansion valve adjacent the inlet of .said evaporator means and having a thermostatic bulb located adjacent the outlet of said second evaporator portion, said refrigerant flow means including a liquid refrigerant feed line for conveying liquid refrigerant flowing from said condenser to said evaporator means into thermal exchange relationship with said eutectic solution before entering said evaporator means.

2. In combination with an automobile having a main engine located in an engine compartment and having a passenger compartment separated from said engine compartment, air conditioning means for controlling the temperature in said passenger compartment, said air conditioning means comprising a compressor driven by said engine, a condenser, an evaporator means, means for connecting said evaporator means in refrigerant flow relationship with said compressor and said condenser, and means for storing excess refrigeration capacity at high engine speeds and for utilizing said stored capacity at low engine speeds comprising a refrigerant storage unit having a eutectic solution arranged in thermal exchange relationship with a portion of said evaporator means and with the liquid refrigerant flowing from said condenser to said evaporator means.